Remote controlling apparatus



Feb. 6, 1934- c w. BELL REMOTE CONTROLLING APPARATUS 1 mm. 2.5.: a E .E B e I h w aw F t R an m e mm w 1 a m m w a a A 2 a 7 R v 8 m a m m w P w M d e l i F WMNTH U m w MWN UN Feb. 6, 1934. c. w. BELL REMOTE CONTROLLING APPARATUS Filed May 19, 1928 3 Sheets-Sheet 2 N NQN T OWN OMEN 1% wM mmm k mwm R WVN @NN QmwN MN mmm w m Qmm mmm RN um NQIW NQ kww wmw

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Patented Feb. 6, 1934 1,946,1 6 REMOTE CONTROLLING APPARATUS Charles W. Bell, Wilkinsburgpl a, assignor'to The Union Switch & Signal Company, Swissvale, Pa, a corporation of Pennsylvania Application May 19, 1928. Serial Ive-279,086

39 Claims.

My invention relates to remote controlling apparatus, and particularly to apparatus for safely controlling trafiic governing devices, such as railway switches and signals, from a distant point. Specifically, my invention is, in part, an improvement upon that disclosed and claimed in an application for Letters Patent Serial No. 279,062, filed May 19, 1928, by'Lester E. Spray, for Remote controlling apparatus. 10, I will describe three forms of apparatus embodyin'gmy invention, and will then point out the novel. features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of remote controlling apparatus, embodying my invention, "as applied to a single switch and the signals for governing traific over such single switch. Fig. 2

is a fragmentary view showing a modified form of the apparatus of Fig. 1, including a derail in con- I, junction with the switch shown in Fig. 1, and also embodying my invention. Fig. 3 is afragrnentary view showing another modified form of the apparatus of Fig. 1, including a different method of controlling means to indicate the approach of a train. and also embodying my invention.

" Similar reference characters refer to similar parts in each of the three views.

Referring first to Fig. 1. the reference charactersl and 1 designate the track rails of a stretch .5; of railway track connected by means of a switch F with a passing siding Y. The switch F is controlled by a motor M, which in the form here shown comprises an armature 147 and a field 153. I -Thetrack rails 1 and 1 of stretch X are divided, by means of insulated joints 2, into a plurality of track sections AB, BC, and C-,-D. track section B-C containing the switch F. Aj'portion of siding Y, adjacent to switch F, as insulated from the rest of siding Y and from "stretch X by other insulated joints 2 to form section E--B and the rails of section EB are electrically connected in series with the rails of section B'C by conductors b and b Sections E-13 and BC will therefore be referred to hereinafter, collectively, as section EB BC. Each of the track sections AB, CD, and EB '-''B-C is provided with a track relay, designated by the reference character G with a suit able distinguishing exponent and connected across the rails adjacent one end of the corresponding section. Track circuit current is suppliedt'o the rails of each section bya battery-3, connected across the rails adjacent the oppositeend of such section.

Eastbound trafiic, that is, trafiic moving from left to right, over track X, is governed by a signal S located at point Band which, as here shown, is of the semaphore type. Eastbound trafiic over track Y is governed by a signal S located at point B Westbound trafiic, that is, trai'fic moving from right to left, is governed by signals S and S which are mounted on a common mast The switch F and-signals S S S and S are controlled, in part, by a slow-releasing polarized relay designatedby the'rcfe'rence character H. Relay His, in turn, controlled by 'a manually operable lever V having five resting positions designated respectively by the'referenc'e characters p, n, m, r, and t. Lever V is'equipped with live contacts- 18, 54, 22, 190 and 35. Contact 18 is closed while lever V is in its 11. or r positions or at any point intermediate between these positions, contact 54 is closed while-lever V isin its p or n positions or at any point intermediate thereto, contact 22 is closed while lever V is in its 1* or t positions or at any point intermediate thereto, and contacts 190 and are closed while lever V is inits m position only. Lever V may be one of a plurality of such levers grouped together at some central control point such'as' a train despatchers cabin.

Associated with, and controlled in part by, lever V at the control point, are" two indication relays, comprising a neutral relay I and a polarized relay T.

The reference character W designates a clockwork release of the well'kno wn normally latched type. From the instant that contact 13 opens when release W is unlatched, a measured interval of time elapses before contact 57 closes.

Associated with switch F is a switch locking mechanism, not shown but of a well known type, also operated by motor M so as to lock switch F in its normal or reverse positions. Also associated with switch F and. the switch locking mechanism thereof is a circuit controller a comprising six contacts 6, 9'3, 135, 16 1, 1'75, and 151. Contact 6 is arranged to be closed at all times, 100 except for a brief period while the'switch-locking mechanism is unlocking switch F and for another brief period while the switch locking mechanism is-locking switch F; contacts 93 and 175 are closed only while switch F is locked in 105 its normal position; contact 164 is closed only while switch F is locked in its reverse position; contact 135 is closed while switch F is locked in either its normal or its reverse position, but open at all other times; and contact 151 engages a 110;

segment 1.51 at all times except while switch F is locked reversed, and similarly engages a segment 151 at all times except while switch F is locked normal.

Associated with track relay G and controlled by a front contact thereof, is a slow-releasing repeater relay g Similarly associated with the track relay G and similarly controlled by a front contact thereof, is a slow-releasing repeater relay 9 Associated with signals S S S and S and controlled by signal contacts '75, '77, 79, and 81, each of which is closed only while the correspond ing signal indicates stop, is a signal back locking relay N. It is evident that relay N will be energized only while the arms of all of these signals are in the stop position, and that itwill become de-energized when the arm of any one of these signals moves away from its stop position.

, Controlled in series with relay H is an auxiliary control or release relay L, the windings of which are so proportioned that current of a greater magnitude is required to operate relay L than is necessary to operate relay I-I. Such current of greater magnitude can be permitted to flow by the operation of clockwork-release W to form a shunt path around the windings or" relays I and '1, thereby reducing the resistance in the control circuit of release relay L.

Controlled in part by signal back locking relay N, and in part by track relays G G and G is an approach and stick switch locking relay P, the pick-up and stick circuits for which are so arranged that relay P will become deenergized when either signal S or S is cleared for a traffic move to or from siding Y, and that relay P will also become de-energized when either signal S or S is cleared for a traffic move on track X over switch F normal. In either instance, approach and stick locking relay P can again be energized by a train entering section EB -B-C and thus causing track relay G to close its back contact, or relay P can be energized by the operation of clockwork release W to cause release relay L to close its front contact which in turn closes a pick-up circuit of relay 1?.

Control circuits are so arranged for a directional stick relay J as to cause this relay, which is normally deenergized, to become energized when track relay G becomes deenergized, as by a' train entering section EB B-C, and then to cause relay J to remain energized as long as a back contact of either relay G or G remains closed, as while the train is moving away from switch F.

A polarized relay R controls the operating current supplied to switch motor M. The reversal of polarity of current supplied to relay R is in turn controlled by polar contacts of relay II.

At the control point, indicator lamp 6 and annunciator bell K provide information as to the approach of trains, and normal lamp e and reverse lamp e indicate the de-energization of track relay G and the unlocking and locking of switch F as well as the last direction of energization of relay H. Light e and bell K are controlled, in part, by approach stick relay Z, a pickup circuit for which is controlled by indication relay I. Push-button circuit controller U, upon being depressed, opens the stick circuit of approach stick relay Z. Lights e and e are controlled by indication relay T, in conjunction with lever V.

In Fig. 2, changes in and additions to the control and indication apparatus of Fig. 1 are shown 1,94e,1se

as required for controlling and indicating the operation of a derail F in conjunction with the switch and signals shown in Fig. l. The approach track circuits, and other parts of Fig. 1 which are not shown in Fig. 2, are to be understood as operating in conjunction with the parts shown in Fig. 2. For controlling the operating current supplied to motor M of derail F a polarized relay R is controlled by relay R. Instead of contact 6 shown on circuit controller a in Fig. 1, contacts 269 and 271 are substituted on circuit controllers a and at in Fig. 2. Contacts 269 and 271 are closed only while switch F and derail F respectively, are locked in their normal or reverse positions. An indication relay f is energized only while both contacts 269 and 271 are closed, either while both switch F and derail F are locked normal or while both switch F and derail F are locked reversed. Associated with indication relay f is an auxiliary indication relay i which is so controlled as to be supplied with current of one polarity while the front contacts of relay 3" flowing through the winding of relay f causes relay to open its front contacts, for a brief period, whenever relay f becomes either energized or ole-energized. Indication relay T is so controlled as to be responsive to these open p'eriods of the front contacts of relay F.

In Fig. 3, a slow-acting auxiliary relay h, controlled by relays H and L, is included in addition to the apparatus of Fig. 1, partly for controlling the supply of current from additional source Q to the winding of indication relay 1, and partly for controlling the operating current supplied to signals S S S and S slow-acting whereas in Fig. 1 it is slow-acting. While all the controlled parts of Fig. 1 are here shown and enter into the arrangement of Fig. 3, only such of the control circuits are included as differ from the corresponding circuits of Fig. 1. The parts for which no control circuits are shown are to be controlled exactly as in Fig. 1.

Having thus described, in general, the arrangement and location of the various constituent parts comprising my invention, I will now proceed to explain the operation of the apparatus.

As shown in Fig. 1, lever V is in its m position, indicator lamp e is lighted, track sections AB, CD, and EB BC are unoccupied and hence track relays G G and G are respectively energized, switch F is in its normal position, and each of the signals S S S and S indicates stop. I will assume that the despatcher now wishes to reverse switch F to permit a train to proceed from track X to siding Y. He accord--v winding of relay II, wires 9 and 10, contact 11- of relay G wire 12, contact 13 of release W,

wires 14 and 15, winding of relay I, wire 16, wind- Relay H is here not ing of relay T, wire 1'7, contact 18 of lever V,

wires 19, 20, and 21, contact 22 of lever V, and wire 23 back to battery Q It is clear that current, supplied over the circuit just traced, passes through the windings of relays L, H, I, and T in series. Relays H and T will be operated in their reverse direction by the current flowing through this circuit but relay L, as I have stated, and re-' q battery Q lay I are so constructed that they will respond only to current of greater magnitude.

When relay H closes reverse contact 114-114 and front contact 112-112 polarized relay R will, in turn, be operated in the reverse direction by current which flows from a suitable source such as battery Q through wires 72, 71, 70, 69, 68, and 106, winding of relay R, wire 107, contact 108-108 of relay L, wire 109, contact 110-110 of relay P, wire 111, contact 112-112 wire 113, contact 114-114 and wires 115 and 116 back to battery Q When relay R closes its contacts 144, -145 and 149-149 current will be supplied toswitch motor M by batteries Q and Q in series, through wires 58, 59, 60, 61, 124,'and 143, Contacts 144 and 145 -145, wire 146, armature 147, wire 148 contact 149-149 wire 150, contact 15l -151, Wire 152, field 153, and wires 154, 117 and 116 back to battery Q Switch motor M will now move the switch locking mechanism to its unlocking position, will then move switch F to its reverse position, andwill finally move the switch locking mechanism to the position to lock switch F. In the unlocking operation, contact 151 of circuit controller a has engaged segment 151 and, in the locking operation of switch F in .its reverse position, contact 151 now disengages segment 151 and thereby opens the operatingcircuit of motor M.

When relay T closes reverse contact 193-193 and front contact 200, reverse lamp e becomes lighted by current which flows from batteries Q and Q in series, through wires 50, 198, and 199, contact 200, wires 201 and 192, contact 193-193 wire197, filament of lamp c and wires 195 and 196 back to battery Q As switch F is being unlocked, and again as it is being locked, contact 6 of circuit controller a opens the circuit of relays H and T long enough to cause relay T to open contact 200 in the circuit of lamp e and extinguish lamp 6 It is therefore clear that, during the operation of switch F, lamp 6 will be extinguished for a first brief period to indicate that switch F is being unlocked, and will later be extinguished for a second brief period to indicate that switch F is being locked at the completion of its movement.

While signals S S S and S are indicating stop, back locking relay N is energized by current X. flowing from battery Q through wires 58, 59, 60,

61, 124, 62, and 74, contact 75 of signal S wire 75, contact 77 of signal S wire 78, contact 79 or" signal S wire 80, contact 81 of signal S wire 82, winding of relay N, and wires 71 and 72 back to With relay N thus energized, Fig. 1 shows approach stick locking relay P also energized through its stick circuit including contact 84 of relay N, by current flowing from battery Q through wires 58 and 83, contact 84 of relay N, wires 85,86, and 103, contact 104 of relay P, wire 102, winding of relay P, and wires 69, 70, 71, and 72- back to battery Q Upon completion of the operation of switch F, the despatcher can either hold the signals at stop by returning lever V to its m position, or can, by retaining lever V in its 1 position or moving it to its t position, permit signals S and S to clear. -With lever V in either the r or the t position, relay H will continue energized in the reverse direction, switch F will remain in its reverse position, and the operating mechanism of signal S will be supplied with current which flows from battery Q through wires 58, 59, and 156, contact 157 of relay J, wire 158, contact 158 of relay L, wire 160, contacts: 161 and 162-162 of relay-H, wire 163, contact 164 of circuit controller a, wires 165 and 166, operating mechanism of signal S and wires 167, 168, and '72 back to battery Q The operating mechanism of signal S will be supplied with current which flows from battery Q through the path just traced for signal 5 as far as wire 165, thence through wire 169, contact of relay G wire 171, operating mechanism of signal S and wires 172, 173, 168, and 72 back to battery Q When the arm of signal S or of signal S moves from the stop position, contact 75 or contact 81, respectively, will open the circuit of relay N, thus causing relay N to become ole-energized.

Upon becoming de-energized, relay N opens its,

contact 84 in the stick circuit of approach and stick locking relay P, which then also becomes (lo-energized. Relay P, upon becoming de-energized, opens its contact 110-110 in the reverse operating circuit previously traced for polarized relay R, -nd then, by means of its back contact 110-110 closes a reverse stick circuit of polarized relay R passing from battery Q through wires 72, 71, 70, 69, 63, and 106, winding of relay R, wire 107, contact 108-108 of relay L, wire 109, contact 110-110 of relay P, wires 126, 121, and 120, contact 119-119 of relay R. and wires 118, 117, and 116 back to battery Q 11, now, the despatcher should desire to return switch F to its normal position before a train deenergizes relay G by enteringsection'E-B -B- C, he will move lever to its n'positlon, and will then unlatch clockwork release W which thereupon at once opens its contact 13, de-energizing relay H. opens its contact 161, thus breaking the operating circuit for signals 5 and S and causing these signals to display the stop indication. Signal con-; tacts 75 and 81, operated by signals S and S respectively, are now closed and hence relay N is again energized. After'a measured interval of time, release W closes its contact 57, and the wind-v ings of release relay L and control relay H are then supplied with current flowing from batteries Q? and Q in series, through wires 50, 51, 52, and 53, contact 54 of lever V, wires 20 and 56, contact 57 of release W, wire 12, contact 11 of relay G wires 10 and 9, winding of relay H, wire 8, winding of relay L, wire 7, contact 6 of circuit controller a, and wires 5 and 4 back to battery Q the current flowing in this circuit being of sufiicient magnitude to operate relay L as well as relay H. Relay L upon becoming energized, opens the stick circuit previously traced for relay R through contact 108-108 but, by its contact 108-108 completes a branch path around contacts 108-108 and 110-110 in that stick circuit, passing through contact 168-108 and wire 127 to wire 120. Re-' lay L also closes its contact 100, and relay P becomes energized by current which flows from battery through wires 58 and 83, contact 84 of relay N, wires 85, 86, and 87, contact 100, Wires 101 and 102, winding of relay P, and wires 69, 70, '71, and 72 back to battery Q The despatcher now restores release W to its latched position, thus j,

opening the low resistance path including wire 56 and contact 5'? of release W in the circuit of re lays L andll, and closing around this low resistance path, a branch high resistance path including wire 19, contact 18 of lever V, wire 17, winding of- 3-:

relay T, wire 16, winding of relay I, wires 15 and 14, and contact 13 of release W. Relays H and. T will now become energized in the normal 'di1'eC-, tion, but current flowingthroughithis high-re sistancecircuit will be of insufficient magnitudel to operate relays I and L. The operating circuit of signals S and S being open at contact 162 162 of relay H, these signals will continue at stop, hence back locking relay N will continue energized, and relay P will continue energized by its stick circuit. Relay R will now become energized through contact 114-114 of relay H and contact 110*110 of relay P, by current flowing from battery Q through Wire 123, contact 114 114, wire 113, contact 112 112 of relay H, wire 111, contact 110 -110 of relay P, wire 109, contact 108 108 of relay L, wire 107, winding of relay R, and wires 106, 68, 69, 70, 71, and 72 back to battery Q Relay R now closes contacts l145 and 149149 causing current to flow to motor M from batteries Q and Q in series, through wires 58, 59, 60,61, 124, and 143, contacts 144 and 149 149, wire 148, armature 147 of motor M, wire 146, contact 145145 wire 155, contact 151 -151 of circuit controller a, wire 152, field winding 153 of motor M and wires 154, 117, and 116, back to battery Q Motor M now moves switch F to its normal position. When switch F becomes locked in its normal position, contact 151 disengages segment 151 and thereby opens the operating circuit of motor M.

I will now assume that, instead of restoring switch F to its normal position as just described, the despatcher has left switch F reversed and signals-S and S at clear. With section C-D clear, relay G is energized and relay g is supplied with current from battery Q through wires 58, 59, 60, 128, 292, contact 293 of relay G wire 294, winding of relay g and wires 67, 68, 69, 70, 71 and 72 back to battery Q Similarly, with relay G energized, section A-B being clear, relay g is supplied with current from battery Q through wires 58, 59, 60, 61, 124, 62, and 63, contact 64 of relay G wire 65, winding of relay g and wires 66, 67, 68, 69, 70, 71, and 72 back to battery Q As a train now enters section CD, relay G becomes de-energized, thereupon opening contact 293 in the control circuit of relay g and closing contact 48 in a branch path which, for a brief period, by-passes current around the windings of relays L and H, from wire 10, through wires 37 and 45, contact 46 of relay 9 wire 47, contact 48. wire 49, and adjustable resistance unit 44 to wire 4. Relay g being of the slow-releasing type,

' holds its contact 46 closed for a brief period after contact 48 of relay G3 closes. It is during this brief period that current, flowing through relays I and T in series with relays L and H, is bypassedaround relays L and H as just described. During this period, sufficient current flows to opera'te indication relay 1 and cause relay 1 to close its contacts 204 and 214. Relay Z then becomes energized by current flowing from batteries Q and Q in series, through wires 50, 198, 202, and 203, contact 204, wire 206, winding of relay Z, and wires 207, 208, and 196 back to battery Q At the same time, the operating circuit of bell K is closed, through contact 214 of relay 1, for the brief period before relay Z opens its contact 216, and bell K is caused to ring by current flowing from batteries Q and Q in series, through wires 50, 198, and 202, contact 214, wire 215, contact 216, wire 217, operating mechanism of hell K, and wires 218, 208, and 196, back to battery Q The energization of relay Z, through contact 204 of relay 1, causes relay Z to close its contact 212 in its own stick circuit, and relay Z then continues energized through its stick circuit after the deenergization of relay I. Current flows in this stick circuit from batteries Q and Q in series,

through wires 50, 51, 52, and 209, push-button circuit controller U, wires 210 and 211, contact 212 of relay Z, wires 213 and 206, winding of relay Z, and wires 207, 208, and 196 back to battery Q While relay Z continues energized, approach lamp e is lighted by current which flows from batteries Q and Q in series, through wires 50, 51, 52, and 209, push-button circuit controller U, wires 210 and 219, contact 220 of relay Z, wire 221, filament of lamp e and wires 195 and 196 back to battery Q While relay Z is energized, a by-pass is formed around the the winding of relay I and includes wires 27 and 26, contact 25 of relay Z, and wire 24. In order to restore relay Z to its de-energized condition and extinguish approach light 6 the despatcher will then open push-button controller U, thus breaking the stick circuit of relay Z and causing relay'Z to open its contact 220 and extinguish light e From the-foregoing, it is clear that when a' train enters section (3-D, bell K rings for a brief period, and ap-. proach lamp e becomes lighted and so remains until extinguished by the operation of push-button controller U.

If an eastbound train should enter section AB, a branch path, for by-passing current around relays L and H and energizing relay I for a brief period, would be completed by back contact 41 of relay G such branch path passing from wire 10, through wires 37 and 38, contact 39 of relay g wire 40, contact 41 of-relay G and wire 42 to resistance unit 4. Bell K would then become operated and approachlamp e would become lighted in a manner similar to that just described in connection with a westbound train entering section C--D.

As the westbound train proceeds and enters section EB B-C, relay G becomes de-energized and opens its contact 11 in the circuit of relays H and T, causing these relays to open their front contacts.

tact 200, extinguishes reverse light e Lamps e then continues unlighted until relay T again be comes energized.

Relay upon becoming de-energized, opens the circuits of signals S and S causing these signals to again display the stop indication and thus close the circuit of relay N which then closes its contact 84. Relay G being deenergized and its back contact 97 being closed, relay P now be comes energized by current flowing in a pick-up circuit passing from battery Q through wires 58 and 83, contact 84, wires 85 and 96, contact 97 of relay G wires 98 and 95, winding of relay P, I} and wires 69, 70, 71, and 72 back to battery Q P The stick circuit previously traced for relay then becomes closed.

When relay H becomes de-energized, either by a branch path is then completed around a portion of the stick circuits previously traced for relay R, such branch path passing from wire107',

through contact 108--108 of relay L, wire 109, contact 110110= of relay P, wire 111, contact 112-112 of relay H, and wire 122 to wire 121.

Relay l-I, upon becoming de-energized by the 7 train entering section E-B B-C, opens its con-' tact 161, thereby causing signals S and S to display the stop indication.

left in that position, the circuit of relays H and Relay T, upon opening its con-' If, simultaneously" with the de-energization of relay H, lever V hasoccupied its 1* position and has subsequently been wires 195 and 196 back to battery Q and wires 5 and 4 back to battery Q T,'as previously-traced, will again become closed as-son as the train hasentirely moved out of section EB -B-C and permitted relay G to again become energized and close its front contact-ll. Signals S and-S will .then again clear without further action of the despatcher.

If, on the other hand, upon completion of'the operationof switch :5 to its reverse position, the despatcher has moved lever V to its 2? position instead of retaining it in the r position, contact 18 of lever V-, in the circuit of relays H and T as previously traced, has been opened, but the circuit of relays H and T has been held closed around this contact by a branch path passing from contact 22 of lever V, through wire 30, contact 29 of relay T, and wire 28 to the winding of'relay T. Upon the de-energization of relay T, due to the opening of contact 11 of relay G when the train enters section EB -B--C, the circuit of relays H and T through the branch path just traced is openat contact 29 of relay '1', as well as at contact 11 of relay G After contact 11 of relay G again becomes closed by relay G becoming energized when a train moves out of section EB -BC, the circuit of relays H and Tcontinues open at contact 29 of relay Tand cannot again be closed until lever V is returned to its r position, at which point contact 18 of lever V will become closed in the circuit first traced for relays H and T. From the fore going, it is clearthat if the despatcher desires to at times. provide non-stick operation of the signals, he can do so by retaining lever V in its 7 position, or he'can provide stick operation of the l signals by moving lever V to its t position.

Should the despatcher, upon the completion of an operation of switchF to its reverse position, desire: to continue the signals at stop, he will return lever V to its m position. On account of the circuit of relays Hand T having been energized in the reverse direction, the polar contacts of relay T are now closed in their reverse position. Reverse lamp e will now be lighted by a circuit passing from batteries Q and Q in i i series, through wires 50, 51, and 189, contact 190 of lever V, wires 191 and 192, contact 193193 of. relay T, wire 197, filament of lamp c and With lever Vin its m position, relay T is removed from the circuit of relays H and T, and current is now supplied in the normal direction to relays L, H, and I, through a reverse contact 3232 of relay T, by a circuit passing from battery Q through wire 31, contacts 32 -32 and 33 of relay T, wire 34, contact 35 of lever V, wires 36 and 27, winding of relay I, Wires and 14, contact 13 of release W, wire 12, contact 11 of relay G wires 10 and 9, Winding of relay H, wire 8, winding of relay L, wire -7, contact 6 of circuit controller a,

On account of changing the direction of the flow 01 current through relay H, the possibility of holding this relay energized in its reverse direction, by current from battery Q is removed, and the current, now being supplied to relays L, H, and I, is of too low magnitude to operate relay H to its reverse position or to operate either relay L or I. I will now assume that an approaching train (ls-energizes relay G which then, by its contact '48, closes the low resistance branch path which by-passes current around relays L and H. For the. brief period during which this low resistancebranch path remains closed before contact 4 iofrelayg opens, current, of sufiicient magnitude .to energize relay I, now flows. Relay I, upon responding to this current, causes bell K to ring and the approach lamp e to be lighted as previously described.

The operation of the various parts of the apparatus when lever V is moved from its m posi-- tion to its 17. position, for returning switch F from its reverse to its normal position, is similar to the operation already described in connection with the movement of lever V from its m to its 1 position for reversing switch F. I will assume that the despatcher desires to return switch F from its reverse to its normal position, and that he accordingly moves lever V from its m position to its 11 position. Current will now be supplied in the normal direction to operate relays 1-1' T, by a circuit passing from batteries Q and Q in series, through wires 50, 51, 52, and 53, contact 54 or" lever V, wires and 19, contact 18 of lever V, wire 17, winding of relay T, wire 16', winding of relay I, wires 15 and 14, contact 13 of release W, wire 12, contact 11 of relay G wires 10 and 9, winding of relay H, wire 8, winding of relay L, wire 7, contact 6 of circuit controller a, and wires 5 and 4 back to battery Q Relays H and T will now be energized in the normal direction, and relay R, in response to the operation of relay H, will become energized by current flowing, in the normal direction, through contacts 114 +114 of relay H and 110 -110 of relay P in the circuit previously traced. Relay R will accordingly now close its polar contacts in the normal position, and current will be supplied in the normal direction to operate motor M through the circuit previously traced. Motor M then returns switch -F to its normal position.

If the despatcher now permits lever V toremain in its a position, or ii-he continues lever V to its 1; position, relay I-I will continue energized in its normal direction, thus causing current to be supplied through its contacts 161 and 162- 162 to signal S by a circuit passing :1 om battery Q through wires 58, 59, and 156, back contact 15'? of relay J, wire 158, contact 159 of relay L, wire 160, contacts 161 and 162162*, wire 174, contact 175 oi'circuit controller a, wires 176 and 181, contact 182 of relay G wire 183, operating mechanism of signal S and wires 167, 168, and 72-back to battery Q Current is also supplied to signal S from the same circuit to wire 176, thence through wire 177, contact 178 of relay G wire 179, operating mechanism of signal S and wires 18% and 173 to wire 168.

If, now, lever V is moved to its m position, relay H will become de-energized and open the normal operating circuit of relay R, but will close a normal stick circuit of relay R passing from battery Q through wires 58, 59, 60, 61, and 125, contact 1l9 -119 of relay R, wires 120, 121, and 122, contact 112 -112 of relay I-I, wire 111, contact lic -110 of relay P, wire 109, contact 108 108 of relay L, wire 107, winding of relay R, and wires 106, 58, 69, 70, 71, and 72 back to battery Q When lever V is moved to its m position from its n or its p position, a circuit becomes closed through relays L, 11, and I, this circuit being similar to the circuit, previously described, which becomes closed through these relays when lever V is moved to its m position from its r or its 1! position, except that, when lever V is moved to its m position from its n or its p position, current is supplied by battery Q and in reverse direction to the current which is supplied by battery Q when lever V is moved to its 121. position from its 1 or its 15 position. Battery Q supplies current to the circuit by a branch path which is closed around battery Q and which passes from contact 33 of relay T, through contact 32-32 of relay T, wire 55, and battery Q to wire 4.

The circuits for normal lamp e are the same as those previously traced for reverse lamp e as far as wire 192, thence through contact 193 193 of relay T, wire 194, and filament of lamp e to wire 195.

If, while lever V is in its n or its p position and signals S and S are clear, the despatcher should decide to reverse switch F before a train enters section CD, he will move lever V to its r position, thereby causing relay H to become energized in the reverse direction, and thus causing signals S and S to indicate stop. The circuit of relay N will thereupon become closed through contacts '77 and 79 of signals S and S respectively, and relay P will become energized by current in a circuit passing from battery Q through wires 58 and 83, contact 84 of relay N, wires 85, 86, 8'7, and 88, contact 89 of relay (3', wire 90, contact 91 of relay G wire 92, contact 93 of circuit controller a, wires 94 and 95, winding of relay P, and wires 69, 70, '71, and 72 back to battery Q Relay R will now become energized by its reverse circuit and will then cause switch F to be operated to its reverse position. On the other hand, if a train has entered section C-D before the operator moves lever V to its 1' position for reversing switch F, the pick-up circuit just referred to for relay P will be open at contact 91 of relay G and hence relay P will not pick up and can be energized only by the operation of release W to energize relay L.

Relay G upon becoming de-energized by a train entering section E-B BC, closes its contact 131, causing relay J to become energized by current flowing from battery Q through wires 58, 59, 60, 128, 129, and 130, contact 131, wire 132, winding of relay J, and wires 70, 71, and 72 back to battery Q When relay J thus becomes energized by a westbound train moving through section EB B-C over switch F in its normal position, it continues energized after the train leaves section E-B -BC until the train has passed out of section A-B. This continued energization of relay J is accomplished by a stick circuit through which current flows from battery Q through wires 58, 59, 60, 128, 129, and 133, contact 135 of circuit controller a, wire 136, contact 13'713'7 of relay G wire 138, contact 139 139 of relay G wire 140, contact 141 of relay J, wire 142, winding of relay J, and wires 70, 71, and '72 back to battery Q When relay J has become energized by an eastbound train entering section E-B B-C at either signal S or S a branch path, around contacts 13'7137 and 139 439 in the stick circuit just traced, becomes closed when the train de-energizes relay G this branch path including contact 137-137 of relay G wire 184, and contact 139 -l39 of relay G Relay J then continues energized until the train leaves section CD. While relay J continues energized, the operating circuits of signals S S S and S are open at contact 157 of relay J. The purpose of this control is to prevent the clearing of any of these signals while a train, moving away from switch F, occupies section A-B or section CD. By preventing the clearing of the signals, the energization of relay N is continued, and in turn, that also of relay P through its stick circuit, thus making it unnecessary to operate release W in the event that the despatcher should meanwhile desire to reverse switch F.

In Fig, 2, parts oithe arrangement of Fig 1 are shown with certain changes and additions as occasioned by the addition of derail F. It is to be understood that, with the arrangement of Fig. 2, all other parts of the apparatus of Fig. 1, not shown in Fig. 2, are to be used exactly as shown in Fig. 1. In Fig. 2, derail F is shown in its normal or derailing position, and switch F, as in Fig. 1, is shown in its normal position. Relay f is now being supplied with current which flows from battery Q through wires 267' and 268, contact 269269 of circuit controller a, wire 270, contact 271 -271 of circuit controller a. operated by derail F wire 272, winding of relay f and wires 273 and 274 back to battery Q At the same time, relay f is being supplied with current which flows from battery Q through wire 275, contact 276 -276 of relay f wire 2'7'7, winding of relay f and wires 2'78, 273, and 274, back to battery Q I will assume that the despatcher now wishes to reverse switch F and derail F to permit traffic movements to or from siding Y. He accordingly moves lever V to its 1- position. Current now flows through relays L, H, I and T in the reverse direction, as previously describedin connection with Fig. 1, causing relay H to close its polar contacts in the reverse direction, whereupon relay R becomes supplied with current which flows in the reverse direction, from battery Q through wires 2'74 and 284, winding of relay R wire 283, contact 282---282 of relay R, and wire 280 back to battery Q Switch motor M moves switch F to its reverse position in a manner similar to that previously described in connection with Fig. 1. In like manner, motor M moves derail F to its reverse position.

As soon as derail F moves contact 2'71 from point 271 or switch F moves contact 269 from point 269*, the circuit of relay is opened thereby, and relay I then opens its contact 276 276 and closes its contact 276 2'76, causing current of reverse polarity to now be supplied to relay f During this reversal of polarity, relay f opens its contact 223 which is connected in series with the windings of relays H, L, I and T in Fig. 2 in similar manner as contact 6 of circuit controller a is connected in series with these re-' lays in Fig. 1. Upon the completion of the operation of switch F and derail F to their reverse positions, contact 269269 of circuit controller a becomes closed and also, similarly, contact 2'71271 of circuit controller a becomes closed, and current is now supplied to relay by a circuit passing from battery Q through wires 267 and 268, contact 269269 wire 285, contact 2'71 2'71, wire 272, winding of relay f and wires 273 and 274 back to battery Q Relay f upon becoming energized, now opens its'contact 276 2'76, and again closes its contact 276**--- 276, thus causing current to again be supplied in the normal direction to relay f2 as previously described. During this change of polarity from the reverse to the normal direction, relay I again opens its contact 223. From this description, it is clear that contact 223 of relay f causes relay T to become de-energized, for a brief period, at the beginning and at the end of the operation of switch F and derail F collectively, to their reverse positions, and in a manner similar to that in which contact 6 of circuit controller a does in Fig. 1. Contact 226, operated by circuit controller a and closed only while derail F is reverse, is inserted in the operating circuits of signals S and S between contact 162---162 of relay H and contact-164 of circuit controller (1, thus preventing the closing of the-signal operating circuits until derail F, as well as switch F, has been moved to its-reverse position. From the foregoing descriptions in connection with Figs. 1 and -2, the operation, or the various parts when switch F and derail F are returned from their-reverse to their normal positions, will be readily understood by further reference to-the drawings.

In Fig. 3, each part is shown in the same position and in the same state'of 'energization as the similar part of Fig. 1, relayI-I being de-energized. On account of relay'H being de-energized, relay h, which is in'additionto theapparatus shown in Fig. 1, is likewise de-energized, contact 255 of relay H'being open. A-circuit is now closed through relaysL, H, and I, including contact 35 of lever V, wires 36 and 27, winding of relay I, wires and 14, contact 13 of release W, wire 12, contact 11 of relay G wires 243 and 242, contact 241241* of relay G wire 240, contact 239 239 of relay-g wire'238, contact 237237 ofrelay G wire 236,- contact 235 235 of relay g wire 234, winding of relay H, wire 8, winding of relay L, wire 7, contact 6 of circuit controller a, and wires 5, 4, 196, 232,, and 233 back to contact of lever V. It will be noted that this circuit does not include a source of current, and hence relays L, H, and I are de-energized.

I will now assume that-a'westbound train enters section O-D, de-energizing relay G Relay G upon becoming-de-energized, opens its contact 241241 in the circuit of relays L, H, and I as ,iust traced, and closes contact 48, thus removing relays Land H from series connection with relay I and closing a circuit through relay I in series with battery Q". Relay I then becomes momentarily energized bycurrent flowing from battery Q through wires 247 and 49, contact 48 of relay G ,'wire 47, contact 46 of relay 9 wires 45, 266, 244, and 243, contact 11 of relay G wire 12, contact 13 of release W, wires 14 and 15, winding of relay I, wires 27 and 36, contact 35 of lever V, wires 233, 232, 196, 4 and 249, and contact 185 185 of relay h back to battery Q". This circuit will be opened at contact 46 of relay 9 as soon as relay 9 responds to the de-energization of relay G In the meantime, bell K will 1 ring and approach light e will become lighted as described in connection with Fig. 1. The operation of the various parts of the apparatus, when an eastbound train de-energizes relay G is similar to that just described when a westbound train de-energizes relay G and will be readily understood from the drawings.

I will now assume that the despatcher reverses lever V to its r position to cause switch F to be operated to its reverse position. Current will now be supplied, to operate relays H and T in series, from batteries Q and Q" in series, through wires 4 and 5, contact 6 of circuit controller a, wire 7, winding of relay L, wire 8, winding. of relay H, wire 234, contact 235-235 of relay g wire 236,

' contact 237 237 of relay G wire 238, contact 239-239 of relay 9 wire 240, contact 241 241 of relay G wires 242 and 243, contact 11 of relay G wire 12, contact 13 of release W, wires 14 and 15, winding of relay I, wire 16, winding of relay T, wire 17, contact 18 oflever V, wires 19, 20, and 21, contact 22 of lever V, and wire 23 back to battery Q RelayH, upon becoming energized, causes current to be supplied to relay h, by a circuit passing from battery Q through wires 251 and 252, contact 159 of relay L, wires 253 and 254, contact 255 of relay H, wire 256, winding of relay h, and wires 257 and 72 back to battery Q Relay it, upon becoming energized, closes a branch path, in the circuit of relays H and T, passing from the winding of relay H, through wire 265, contact 264 of relay h, and wires 263 and 244 to wire 243. Relay h, by opening contact 185-l85 disconnects battery Q from the circuit'of relay I.

If now, an approaching Westbound train enters section CD, de-energizing relay G the main-path in circuit of relays H and T will be opened at contact 241 -241 of relay G but the branch path will continue closed through contact 264 of slow-releasing relay h, and, for a brief period of time, current of sufilcient magnitude to operate relay I will be supplied from batteries Q and Q in series, through wires 4 and 249, contact 185-485 of relay h, wires 248, 247, and 49, contact 48 of relay G wire 47, contact 46 of relay 9 wires 45, 266, 244, and 243, contact 11 of relay G ,,wire 12, contact 13 of release W, wires 14 and 15, winding of relay I, wire 16, winding of relay T, wire 17, contact 18 of lever V, wires 19, 20, and 21, contact 22 of lever V, and wire 23 back to battery Q When relay 9 closes its back contact 289239 a branch path is thereby completed around contacts 23 239* and 241 241 in the main circuit of relays H and T, this branch path comprising contact 239-239 wire 246, and contact 241 -241 of relay G During the interval between the closing of contact 48 of relay G and the opening of contact 46 of relay g bell K will ring, and approach lamp 6 will be lighted as previously described. Similar operation takes place when an eastbound train de-energizes relay G If the despatcher permits lever V to remain in its r or its t position after the completion of operation of switch F, signals S and S will be supplied with operating current from batteryQ through wires 251 and 252, contact. 159 of relay L, wires 253 and 259, contact 157 of relay Jfwire 260, contact 261 of relay h, wire 262, contact 162-. 162 and thence as previously traced in connection with Fig. 1. When lever V occupies its. n or its 10 position, the operating circuits of signals S and S are closed over the path, just described, as far as wire 262.

Although I have herein shown and describe only three forms of remote controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention. v

Having thus described my invention, what I claim is:

i. In c'imbination, a railway traffic governing 4 device, a locking mechanism for said device; a contact operated in conjunction with said locking mechanism, a polarized control relay, means for operating said locking mechanism and moving said device to one pisition or another accord- 1' ing as said control relay is energized in the nor--. mal or reverse direction, an auxiliary control relay, means for at times controlling said locking mechanism and said device by said auxiliary control relay, a first indication relay, a second indication relay, indication means controlled by said first and second indication relays, and manually operable means for supplying current of one polarity or the other to said locking mech anism contact and said polarized control and relay.

auxiliary control relays as well as said first and second indication relays in series.

2. In combination, a railway traific governing deviceQalocking mechanism for said device, a contact. operated in conjunction with said lock ing mechanism, a polarized control relay, means for. operatingsaid locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, a release relay, a first indication relay, a second indication relay, indication means controlled by said second indication relay, a circuit including said mechanism contact and said control and release relays as well as said first and second indication relays in series, and manually operable means for supplying said circuit with current of one polarity or the other and of sufficient magnitude to operate the control relay and the second indication relay but not the release relay nor the first indication relay.

3. In combination, a railway traffic governing device, a locking mechanism for said device, a contact operated in conjunction with said looking mechanism and arranged to be opened for a brief interval just before the locking mechanism completes unlocking said device'and for'another brief interval just after the locking mechanism starts locking the device, a polarized control relay, means for operating said locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, a release relay, a first indication relay, a second indication relay which responds to the open intervals of said locking mechanism contact, indication means controlled by said second indication relay; and manually operable means for supplying current of one polarity or the other to said locking mechanism contact and said control and release relays as well as said first and second indication relays in series, such current being of. sufficient magnitude to operate said control relay and said second indication relay but not said release relay nor said first indication 4. In combination, a railway traffic governing device, a locking mechanism for said device, a contact operated in conjunction with said lock- I ing mechanism, a polarized control relay, means for operating said locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, a release relay, a first indication relay, a second indication relay responsive to the polarity of current flowing through its windings, indication means selectively controlled according to the direction of energization of said second indication relay; and manually operable means for supplying current of one polarity or the other to said locking mechanism contact and said control and release relays as well as said first and second indication relays in series, such current being of sufficient magnitude to operate said control relay and said second indication relay but not said. release relay nor said first indication relay,

5. In combination, a railway traffic governing device, a locking mechanism for said device, a

7 contact operated in conjunction with said looking mechanism, a polarized control relay, means for operating said locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, an indication relay, indication means controlled by said indication relay, a circuit including said mechanism contact and said control and indication relays in series, manually operable means for supplying current to said circuit through a normal path in multiple with a path through a front contact of said indication relay, and means controlled by said manually operable meansfor at times opening said normal path.

6. In combination, a railway traffic governing device, a locking mechanism for said device, a contact operated in conjunction with said looking mechanism, a polarized control relay,-means for operating said locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, a first indication relay, a second indication relay, indication means controlled iby said first indication relay, indication means controlled by said second indication relay, a circuit including said mechanism contact'and said con trol relay as well as said first and second indication relays in series, manually operable means for supplying said circuit with current of sufficient magnitude to operate said control relay and said second indication relay but not said first indica tion relay, manuallyoperable means for at times removing said second indication relay from said circuit and then supplying current of insufficient magnitude to operate either said control relay or, said first indication relay, and means for at times connecting around said control relay in said circuit by a branch path of low resistance and thereby permitting sufficient current to flow to operate said first indication relay.

'7. In combination, a railway trafiic governing device, a locking mechanism for said device, a

contact'operated in conjunction with said look ing mechanism, a polarized control relay, means for operating said locking mechanism and moving said device to one position or another according as said: control relay is energized in .the normal or reverse direction, a first indication relay, a sec ond indication relay, indication means controlled by said first indication relay, indication means controlled by said second indication relay, a circuit including said mechanism contact and said control relay as well as said first and second indication relays" in series, manually operable means for supplying said circuit with current of surficient magnitude to operate said control relay and said second indication relay but not said first in-. dication relay, manually operable means for at times removing said second indication relay from said circuit, means including contacts .of said second indication relay for supplying current of insufficient magnitude to operate either said control relay or said first indication relay while in series witheach other, and means for at times connecting around said control relay in said circuit by a branch path of low resistance and thereby permitting sufiicient current to flow to operate said first indication relay.

8. In combination, a railway trafiic governing device, a locking mechanism for said device, a

contact operated in conjunction with said lock+ ing mechanism, a polarized control relay, means for operating said locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, a first indication relay, a second indication relay, indication means controlled by said first indication relay, indication means controlled by said second indication relay, a circuit including saidmechanism contact law and said control relay as well as said first and second indication relays in series, manually operable means for supplying current to said circuit and for at times removing said second indication relay from said circuit; and means including polar contacts of said second indication relay for supplying current to said circuit while said second indication relay is removed therefrom, such current being of one polarity or the other according as said second indication relay was last energized in the the one direction or the other.

9. In combination, a railway traflic governing device, a locking mechanism for said device,- a contact operated in conjunction with said lock-' ing mechanism, a polarized control relay, means for operating said locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, a release relay, a first indication relay, a second indication relay, a circuit including said mechanism contact and said control and release relays as well as said first and second indication relays in series, manually operable means for supplying said circuit with current or" one polarity or the other and of sufilcient magnitude to operate the control relay and the second indication relay but not the release relay nor the first indication relay, and indication means controlled in part by said manually operable means and in part by said second indication relay.

10. In combination, a railway trafiic governing device, a locking mechanism for said device, a contact operated in conjunction with said looking mechanism, a polarized'control relay, means for operating said locking mechanism and moving said device to one position or another according as saidcontrol relay is energized in the normal or reverse direction, a release relay, a first indication relay, a second indication relay, indication'means controlled by said second indication relay, a circuit including said mechanism contact and said control and release relays as well as said first and second indication relays in series, a manually operable lever for supplying said circuit with current of one polarity or the other and ofsufiicient magnitude to operate the control relay and the second indication relay but not the release relay nor the first indication relay.

11. In combination, a railway traflic governing device, a locking mechanism for said device, a contact operated in conjunction with said locking mechanism, a polarized control relay, means for operating said locking mechanism and moving said device to one position or another according as said control relay is energized in the normal or reverse direction, a release relay, a first indication relay, a second indication relay; indication means controlled by said second indication relay, a circuit including said mechanism contact and said control and release relays as well as said first and second indication relays in series, a first manually operable means for supplying said circuit with current of one polarity or the other and of sufficient magnitude to operate the control relay and the second indication relay but not the release relay nor the first indication relay, a second manually operable means for at times removing said first and second indication relays from said circuit and then closing'a branch path around said indication relays in said circuit and thereby permitting sufiicient current to flow to operate said release relay as well as said control relay, and means controlled in part by said release relay for at times controlling the operation of said switch.

12. In combination with a railway traflic goV-' erning device, an approach track circuit for said device including a track relay, a slow-release repeater relay controlled by said approach track relay, a polarized relay controlling said device, a release relay, a first indication relay, a second indication relay, a circuit including said polarized relay and said release relay as well as said first and second indication relays in series, means for at times supplying said circuit with current of one polarity or the other and of suificient magnitude to operate said polarized relay and said second indication relay but not said release relay nor said first indication relay, indication means controlled by said second indication relay, means for at times removing said second indication relay from said circuit and then supplying current to said circuit of insufiicent magnitude to operate said first indication relay while in series with said polarized relay and said release relay, means including a back contact of said approach track relay and a front contact of its said slow-release repeater for closing a low resistance path around said polarized relay and said release relay and thereby permitting sufiicient current to flow to operate the first indication relay while the second indication relay is either included in said circuit or removed therefrom, and indication means controlled by said first indication relay.

13. In combination with a railway trafiic governing device, an approach track circuit for said device including a track relay, a slow-release repeater relay controlled by said approach track relay, a polarized relay controlling said device, a release relay, a first indication relay, a second indication relay, a circuit including said polarized relay and said release relay as well as said first and second indication relays in series, means for at times supplying said circuit with current of one polarity or the other and of sufficient magnitude to operate said polarized relay and said second indication relay but not said release relay nor nor said first indication relay, indication means controlled by said second indication relay, means for at times removing said second indication relay from said circuit and then supplying current to said circuit of insufiicient magnitude to operate said first indication relay while in series with said polarized relay and said release relay, means controlled by said approach track relay for momentarily closing a low resistance path around said release relay and said polarized relay and thereby permitting sufiicient current to flow to cause said first indication relay to close its front contacts for a brief period when a train enters the approach track circuit while said second indication relay is either included in said circuit or removed therefrom, and indication means controlled by said first indication relay.

14. In combination, a railway switch, a contact closed while and only while said switch is in its normal position, a plurality of signals governing trafiic over said switch, a detector track circuit for said switch including a track relay, one or more approach track circuits for said switch and each such approach circuit including a track relay, a polarized control relay, a release relay, manually operable means controlling said polarized relay and said release relay, a signal back locking relay energized while and only while all signals indicate stop, a switch locking relay, a first pick-up circuit for said switch lockingrelay controlled by said back locking relay and each approach track relay as well as said normal switch contact, a second pick-up circuit for said switch locking relay controlled by said back locking relay and said detector track circuit relay, a third pick-up circuit for said switch locking relay controlled by said back look- ;ing relay and said release relay, a stick circuit for said switch locking relay controlled by said back locking relay, means for operating said switch in accordance with the direction of energization of said polarized relay, and means for controlling said signals by said polarized relay and said release relay.

, 15, In combination, a railway switch, a switch contact closed while and only while said switch is in its full normal or full reverse positions, a plurality of signals governing traffic over said switch, a detector track circuit for said switch including a track relay, a first approach track circuit in one direction from said switch including a track relay, a second approach track circuit in the opposite direction from said switch including a track relay, a polarized control relay, a release relay, manually operable means controlling said polarized relay and said release relay, a directional stick relay, a pick-up circuit for said stick relay controlled by said detector track relay, a first stick circuit for said stick relay controlled by said switch contact as well as by a front contact or" said first approach track relay and a back contact of said second approach track relay, a second stick circuit for said stick relay controlled by said switch contact as well as by a front contact of said second approach track relay and a back contact of said first approach track relay, means for controlling said signals by said polarized relay and said release relay as well as by said directional relay, and means for controlling said switch by said polarized relay and said release relay.

16. In combination, a railway switch, a first polarized relay controlled from a point remote from the switch, a release relay, means for controlling such release relay, a contact operated by said switch, a detector track circuit for said switch including a track relay, one or more approach track circuits for said switch and each including a track relay, a plurality of signals governing traific over said switch, means for controlling said signals by said first polarized relay, a back locking relay energized only while all such signals indicate stop, a switch locking relay controlled by said back locking relay and by said detector and approach track circuit relays as well as by said release relay and by said switch operated contact, a second polarized relay controlling said switch, a first set of battery, a second set of battery the positive terminal of which is connected with a common terminal which is also connected with the negative terminal of said first set ofbattery, a first pick-up circuit for said second polarized relay passing from the positive side of said first set of battery through a normal and a front contact of said first polarized relay as well as a front contact of said switch locking relay and a back contact of said release relay and then through the winding of the second polarized relay and to said common terminal, a second pick-up circuit for said second polarized relay passing from the negative side of the second set of battery through a reverse and a front contact of saidfirst polarized relay as well as a front contact of said switch locking relay and .a back contact of said release relay and then through the winding of the second polarized relay and to said common terminal, a first stick circuit for said second polarized relay passing from positive side of said first battery through a normal contact of said second polarized relay and a front contact or" said release relay and through the winding of said second polarized relay to said common terminal, a second stick circuit for said second relay passing from positive side of said first battery through a normal contact of said second relay and a back contact of said switch locking relay as well as a back contact of said release relay and the winding of said second relay to said common terminal, a third stick circuit for said second relay passing from positive side of said first battery through a normal contact or" the second relay and a back contact of said first polarized relay as well as a front contact of said switch locking relay and a back contact of said release relay and through the winding of the second relay to said common terminal, and a fourth, and a fifth, and a sixth stick circuit for said second relay exactly similar respectively to said first and second and third stick circuits except that said fourth, and fifth, and sixth stick circuits pass from negative side of the second battery through a reverse contact of the second relay instead or" from positive side ofthe first battery through a normal contact of the second relay. 17. In combination with a railway trafiic governing device, an approach track circuit for said device including a track relay, a polarized relay, an indication relay, a first and a second conductor each extending from a remote point to a location adjacent said device, a circuit including said indication relay and said polarized relay as well as said first and said second conductors in series, means for controlling said device according to the energized positions of said polarized relay, means for at times supplying said circuit with current of suflicient magnitude from a first source to operate said polarized relay but not said indication relay, means for forming a momentary by-pass for said circuit around said polarized relay when said approach track relay becomes de-energized and thus permitting sufficient current to flow from said first source to momentarily operate said indication relay, means for at times disconnecting said first source from said circuit, means for closing the break made by the removal of said first source from said circuit, means for supplying current to said circuit from a second source and of sufficient magnitude to operate said indication relay when said approach track relay becomes de-energized while said first source is removed from said circuit, and indication means controlled by said indication relay.

18. In combination, a slow-release relay for controlling a railway traflic governing device, an indication relay responsive only to current of greater magnitude than is necessary for operating said slow-release relay, a circuit including said two relays in series, a source of current,

means including said source for supplying said said slow-release relay for a sufficient period to cause said indication relay to be operated but not to cause said slow-release relay to open its front contacts.

19. In combination, a circuit for controlling operation of a railway trafiic governing device to a first or a second condition, a polarized indication relay included in said circuit and controlled in the normal or the reverse direction according as the operation of said device is controlled toward the first or the second condition, and indiits cation means energized when and only when the polar contacts of said indication relay are closed in the normal or the reverse direction, respectively.

20. In combination, a polarized control relay for controlling a railway trafiic governing device, a polarized indication relay, a circuit including said control relay and said indication relayin series, manually operable means for at times removing said indication relay from said circuit, and means effective when said indication relay is removed for supplying said circuit with current of normal or reverse polarity according as said indication relay was last previously energized in the normal or the reverse direction.

21. In combination, a circuit for controlling ,a railway trafiic governing device, a manually operable device, a relay included in said circuit in series with means controlled by said relay, means controlled by said manually operable device connected in multiple with said first means in said circuit, and a third means controlled by said manually operable device included in said circuit.

22. In combination, a relay for controlling a railway traffic governing device, a stick relay, a pick-up circuit for said stick relay including said two relays in series, a stick circuit for said stick relay including a manually controllable device, and means controlled by said stick relay for controlling said traffic governing device.

23. In combination, a railway track switch, a signal for governing trafiic movements over said switch, control means for said signal, a stick relay, a pick-up circuit for said relay controlled by said signal control means and by traflic conditions, a stick circuit for said relay controlled by said signal control means, a second stick relay, a pick-up circuit for said second relay controlled by said first relay and by traffic conditions, a stick circuit for said second relay controlled by said first relay, and means controlled by said second relay for controlling said switch.

24. In combination, a railway track switch, a signal for governing trafilc movements over said switch, control means for said signal, a stick relay, a manually operable device, a pick-up circuit for said relay controlled by said signalcontrol means and by said device, a stick circuit for said relay controlled by said signal control means, a second stick relay, a pick-up circuit for said second relay controlled by said first relay and by traffic conditions, a stick circuitfor said second relay controlled by said first relay, and means controlled by said second relay for controlling said switch.

25. In combination, a railway track switch, a signal for governing traffic movements over said switch, control means for said signal, a stick relay, a pick-up circuit for said relay. controlled by said signal control means and by traffic conditions, a stick circuit for said relay controlled by said signal control means, a second stick relay controlled by said first relay and by, trafilc conditions, and means controlled by said second relay for controlling said switch.

26. In combination, a railway track switch,.a signal for governing traffic movements over said switch, control means for said signal, a stick relay, a pick-up circuit for said relay controlled by said signal control means and by traflic conditions, a stick circuit for said relay controlled by said signal control means, a second stick relay controlled by front and back contacts of said first relay, and means controlled by said second.

relay for controlling said switch.

27. In combination, a railway traffic governing device, a relay for the control of said device, a controlling circuit for said relay including a source of current and an indication device, a track section associated with said trafiic governing device and provided with a track circuit including a track relay, a slow releasing relay controlled by a front contact of said track relay, and a low resistance shunt for said controlling circuit around the winding of said first relay and including a back contact of said track relay and a front contact of said slow releasing relay, the characteristics of said controlling circuit being such that said indication device is or is not effectively energized according as said shunt is closed or open, whereby said indication device is momentarily operated when a train enters said track section.

28. In combination, a railway traffic governing device, a relay for the control of saiddevice, a controlling circuit for said relay including a source of current and an indication device, a track section associated with said trafiic governing device and provided with a track circuit including a track relay, a slow acting device set into operation when said track relay releases due to a train entering said section. means for closing a low resistance shunt around the winding of said first relay during the interval between the release of said track relay and the time when the operation of said slow acting device is completed, the characteristics of said controlling circuit being such that said indication device is or is not effectively energized according as said shunt is closed or open, whereby said indication device is momentarily operated when a train enters said track section.

29. In combination, a railway switch, a switch relay for the control of said switch, a switch relay circuit including said relay and a source of current as well as an indication device, a track section associated with said switch and provided with the usual track circuit including a track relay, a slow acting device set into operation when said track relay releases due to a train entering said section, means for closing a low resistance shunt around the winding of said switch relay during the interval between the release of said track relay and the time when the operation of said slow acting device is come pleted, the characteristics of said switch relay circuit being such that said indication device is or is not effectively energized according as said shunt is closed or open, whereby said indication device is momentarily operated when a train enters said track section.

30. In combination, a railway trafiic controlling device, a controlling circuit for said device including an indication device and an impedance, a track section associated with said device and provided with the usual track circuit including a track relay, a slow acting device set into operation when. said track relay releases, means for closing a low resistance shunt around said impedance during the interval between the release of said track relay and the completion of the operation of said slow acting device, the characteristics of said controlling circuit being such that saidindication device is or is not effectively energized according as said shunt is closed or open, whereby said indication device is momentarily operated when a train enters said track section. 1

31. In combination, a plurality of railway traffic governingv devices, a locking, mechanism for.

each of said devices, a contact operated in conjunction with each of said locking mechanisms and so arranged that it will be closed only while the respective device is locked in its normal or its reverse position, a first indication relay, a first circuit forfsaid first indication relay closed While and only while said contacts of all of said devices are closed in the normal position, a second circuit for said first indication relay closed while and only while said contacts of all of said devices are closed in the reverse position, a second indication relay, means for supplying current to said second indication relay in normal direction through a front contact of said first indication relay, means for supplying current to said second indication relay in reverse direction through a back contact of said first indication relay, a polarized control relay for each of said devices, means for operating the locking mechanism of each of said devices and for moving the corresponding device to one position or another according as ,its control relay is energized in the normal or reverse direction, a third indication relay capable of responding to the open periods of a front contact of said second indication relay as occasioned by reversal of polarity of the current supplied to the second indication relay when said first indication relay becomes deenergized or becomes energized, means for controlling all said polarized control relays over a pair of conductors from a remote point, means for controlling said third indication relayover said pair of conductors by a contact of said second indication relay, and indication means controlled by said third indication relay.

I 32. In combination, a plurality of railway traffic governing devices, a locking mechanism for each of said devices operated, in conjunction therewith, a polarized control relay for each of said deyices, means for controlling such relays over one pair of conductors from a remote point, means for operating each of said devices in accordance with the direction of energization of its polarized relay, and means for controlling indication means over said pair of conductors to show when any of said locking mechanisms starts unlocking the corresponding device after all the said devices have been locked and also to show when any of said locking mechanisms completes locking its device while all the other said devices are completely locked.

33. In combination with a railway traffic governing device, an approach track circuit for said device including a track relay, a slow-release repeater relay controlled by said approach track relay, a polarized relay controlling said device, a release relay, a first indication relay, a second indication relay, a slow-acting auxiliary relay controlled by a back. contact of said release relay and a front contact of said polarized relay, a circuit including said polarized and said release relay as well as said first and said second indication relays and also a front contact of said approach track relay and a front contact of said slow-release repeater relay in series, a first branch path including a front contact of said auxiliary relay for at times by-passing current in said circuit around said front contacts of said approach track relay and its slow-release repeater relay, a second branch p ath including a back contact of said approach track relay and a back contact of its slow-release repeater relay for at times by-passing current in said circuit around said front contacts of the approach track relay and its slow-release repeater relay, means for at times siipplying said circuit with current of one polarity or the other from a first source and of suflicient magnitude to operate said polarized relay and said second indication relay but not said release relay nor said firstindication relay, indication means controlled by said second indication relay, means for at times removing said second indication relay and said first source from said circuit, means for closing the break in said circuit made by the removal of said second indication relay and said first source, a third branch path including a back contact of said approach track relay and a front contact of the slow-release repeater relay thereof as well as a second current source and a back contact of said auxiliary relay for at times icy-passing current insaid circuit around said polarized and said release relay and also said front contacts of the approach track relay and its slow-release repeater relay and also for supplying current to said circuit of sufficient magnitude to operate said first indication relay while said second indication relay is removed from the circuit, and indication means controlled by said first indication relay.

34. In combination with a railway trafiic governing device, an approach track circuit for said device including a track relay; a slow=release repeater relay controlled by said approach track relay, a polarized relay controlling said device,

a release relay, a first indication relay, a second indication relay, a slow-acting auxiliary relay controlled by a back contact of said release relay and a front contact of said polarized relay, a circuit including said polarized and said release relay as well as said first andsaid second indication relays in series; means for at times supplying said circuit with current of one polarity or the other and of sufiicient magnitude to operate said polarized and said second indication relays but not said release relay nor said first indication relay, indication means controlled by said second indication relay, means including a back contact of said approach track relay and a front contact of its slow-release repeater relay as well as a front contact of said auxiliary relay for at times closing a low resistance path around said polarized relay and said release relay and thereby permitting sufficient current to flow in said circuit to operate said first indication relay,

indication means controlled by said first indication relay, a plurality of signals for governing traffic moves over said device, and means including a front contact of said auxiliary relay for controlling said signals.

.35. In combination, a stretch of railway track containing. a switch, a signal associated with said switch, a stick relay; a pick-up circuit for said relay controlled by traffic conditions adjacent said switch, a stick circuit for said relay,

cuit for said polarized relay including a back contact of said stick relay, and means for operating said switch to the normal or the reverse position according as the polar contacts of said polarized relay are operated to their normal or their reverse position.

36. In combination, a stretch of railway track including a switch, a switch contact operated in conjunction with said switch and arranged to be closed when said switch occupies its normal or main track position and to be open when said switch occupies its reverse or siding position, an approach track circuit for said switch including a track relay, a signal having a stop and a proceed indication for governing traflic movements over said switch, an approach locking relay, a pick-up circuit for said approach locking relay including said switch contact and energizable only if said approach track relay is energized, a second pick-up circuit for said approach locking relay controlled by other trafiic conditions, a stick circuit for said approach looking relay which can be closed only if said signal is controlled to display its stop indication, and means controlled by said approach locking relay for operating said switch if said approach locking relay is energized.

37. In combination, a railway track switch, a switch contact operated in conjunction with said switch and closed only when said switch is in its full normal or its full reverse position, a plurality of signals for governing trafiic movements in different directions over said switch, a detector track circuit for said switch including a track relay, a first and a second approach track circuit in two different directions from said switch and each including a track relay, a directional stick relay, a pick-up circuit for said stick relay controlled by said detector track relay, a first stick circuit for said stick relay controlled by said switch contact as Well as by a front contact of said first approach track relay and a back contact of said second approach track relay, a second stick circuit for said stick relay controlled by said switch contact as well as by a front contact of said second approach track relay and a back contact of said first approach track relay, and control means for said signals including said stick relay.

38. In combination, a detector section of railway track including a track switch, an approach section of railway track adjacent said detector section, a signal for governing the movement of trafiic over the switch from said approach section, means for operating said switch, an approach locking stick relay effective when deenergized to prevent operation of said switch, a stick circuit for said relay broken when said signal indicates clear, and a pickup circuit for said relay closed when said signal indicates stop provided said switch is in a position to permit the movement of traffic over the switch from said approach section and provided said approach section is unoccupied.

39. In combination, a detector section of railway track including a track switch having a normal and a reverse position, an approach section of track adjacent said detector section, a signal for governing the movement of traific from said approach section over said switch when the switch is normal, a second signal for governing the movement of trafiic over said switch when the switch is reversed, an approach locking stick relay, a pickup circuit for said relay closed only when the switch is normal and said approach section is unoccupied, a second pickup circuit for said relay including a normally open contact, a stick circuit for said relay including its own front contact, each of said circuits including contacts closed only when said signals are all in their most restrictive conditions, and a circuit for operating said switch including a front contact of said approach locking stick relay.

CHARLES W. BELL.

DISCLAIMER 1,946,186.Chamles W. Bell, Wilkinsburg, Pa. REMOTE CONTROLLING APPARATUS. Patent dated February 6, 1934. Disclaimer filed March 12, 1936, by the assignee, The Union Switch c5: Signal Company. Hereby disclaims the subject matter of claim 38. [Ofiicial Gazette March 31, 1986.] 

